Steam locomotive engine



Nov. 10, 1936. o. 'w. YOUNG 2,060,479

STEAM LOCOMOTIVE ENGINE I Filed Aug. 2, 1934 5 Sheets-Sheet 1 Nov. 10, 1936. o, w. YOUNG STEAM LOCOMOTIVE ENGINE Filed Aug. 2, 1954 3 Sheets-Sheet 5 WVV//// /VV W .4 m a Patented Nov. 10, 1936 UNITED STATES PATENT OFFICE 13 Claims.

The principal object of this invention is to provide steam locomotive engines that can run faster with safety to their own mechanism and the road bed, than is possible with those heretofore known.

This is done by a new construction and arrangement of cylinders, valves, pistons, main and side rods, driving wheels, etc., that give better steam distribution, and make the disturbing forces of the reciprocating parts oppose and largely annul each other, and by various changes less striking at first View.

Fig. 1 is a side elevation of a steam locomotive engine embodying the invention;

Figs. 2, 3, 4, and 5 are diagrammatical side elevations illustrating selected positions of the pistons and associated working parts;

Fig. 6 is a side elevation of the preferred form, including eight driving wheels in two groups, one in front and the other in the rear, of four cylinders, two at each side of the locomotive;

Fig. 7 is a plan viewcorresponding to Fig. 6;

Figs. 8, 10, and 11 are sectional views taken on the lines 88, l0--I0 and III I, respectively of Fig. 6;

Fig. 9 is a vertical section taken on the line 99 of Fig. 8; and

Fig. 12 is a sectional view of a fragment of one of the piston valves.

But these drawings and the specific description are used for the purpose of disclosure only and should not impose unnecessary limitations on the claims.

General description In Fig. 1, l0 indicates the cab, II the boiler, l2 the steam dome, 13 the sander, l4 the stack, l5 the foot boards, and IS the pilot.

- There are eight driving wheels, four at each side, marked I1, l3, I9, 20. There are four cylinders, two at each side, marked 2|, 22, one above the other, with their axes inclined forwardly and downwardly, one inch in twelve. There are two pistons, 23 and 24, two piston rods, 25 and. 26, leading from the piston to the two cross heads, 21, 28, running on guides 29 and 30, at each side of the locomotive.

Main rods 3| couple the cross heads 21 with the front main driving wheels I I, through pins 32 and 33. Main rods 34 couple the cross heads 28 with the rear main drivers 20 through pins 35 and 36. Side rods 31 couple the driving wheels I! and 18 through pins 33 and 38, and side rods 39 couple the driving wheels l9 and 20 through pins 36 and 40.

The pistons 23 and 24 move in unison, but in opposite directions. The thrust of the top main rod 3! drives the front main driving wheel ll forwardly as the thrust of the bottom main rod 34 drives the rear main driving wheel backwardly, the crank pins 33 and 36, being apart, pin 33 moving through its upper 180 as the pin 36 moves through its lower 180, and vice versa, as the pistons 23 and 24 change their directions and pull the rods 25 and 26.

This relationship is maintained by a rocking lever 4| (behind the cylinders in Figs. 2, 3, and 4, but appearing clearly in Figs. 6 and 8) fulcrumed at its middle on a pin 42 and having its opposite arms connected to the respective cross heads 21 and 28 by curved links 43 and 44 and pins 45, 46, 41, and 48.

The crank pins at one side of the locomotive are at quarters with respect to the pins on the opposite side.

Steam is distributed and controlled by piston slide valves 49 and 50, one for each cylinder. A single Walschaert valve gear (Locomotive Cyclopedia, 1922, page 492 Locomotive Up to Date by McShane, 1925, page 230) at each side of the locomotive actuates the valves-the lower valve 50 directly through the rod 5| and the upper valve 49 from the rod 5| through the rocking lever 52 and the rod 53.

Particular description The frame of the locomotive comprises two side frames 54 connected by cross ties 55. The pedestals 56 are at right angles to the axes of the cylinders 2| and 22 and hence inclined to the vertical, one inch in twelve. The shoes 51 and Wedges 58 are reversed, the shoes being put in the back and the wedges in front. By this arrangement the varying locations of one or more driving wheels, due to the action of the spring rigging that causes main rod angles to change slightly from time to time, has little appreciable effect on the rod connections with the front and back driving wheels. If these connections are fitted loosely, similar to the side rod connections, there will be no binding in passing centers.

A single cylinder casting 59, mounted on the corresponding side frame, as shown in Figs. '7 and 8, includes both cylinders 2| and 22 with the valves and the necessary ports and passages. Live steam is brought to the cylinders from the steam dome by piping 60 connected by a flanged joint 61 (Fig. 8) to the top of the cylinder casting and communicating with a steam chest 62 extending generally upright, as indicated in Fig. 8.. Exhaust passages 63 at each end (Figs. 9

and 10) are connected by a lengthwise passage 64, in turn connected by a lateral passage 65 leading to piping 66, for conducting the exhaust to the stack.

In Fig. 10 it will be seen that there is another passage 6'! cut off by a thin wall 88, and corresponding roughly to the passage 65. In the rough casting the latter passage is also cut off by a thin wall which, in finishing, is removed with a torch, or the like. This manner of making the cylinder castings permits them to be used on either side, the thin wall being burnt away according to the side to which the casting is to be applied.

Between the steam chest 62 and the exhaust passages 63 are the valve sleeves 69 and steam ports '19. The piston valves 49 and 59 are of the built-up spool type, mounted in the sleeve 69, having inside admission and outside exhaust. The rocking lever 52, shown in the diagrammatic views (Figs. 2, 3, 4, and 5) comprises crossheads H, running in guides 12, and pivoted at 13 to forked sleeves I4, mounted on cylindrical arms 15 of a bar 16, pivoted on a pin Tl, in a bracket 18, fixed to the cylinder casting 59. Considering Figs. 2, 3, 4, and 5, it is clear that the piston valves move in opposite directions and thus tend to set up opposed forces, which are practically equal and largely equalize each other. In this connection it will also be noted that the exhaust passages 63 connect the corresponding ends of the valve sleeves 69, hence, when the upper valve 49 opens the port for exhaust, steam (exhaust) rushing into the corresponding passage 63, will oppose the advance of the lower valve 50 and thereby cushion its movement, and when the lower valve opens for exhaust it will cushion the movement of the upper valve in the same way.

The cylinder casting 59 is cored out at 19 toaccommodate the rocking lever 4|, and its fulcrum pin 42 is mounted in gun metal bushings and 8| fitted into the cylinder castings. The axis of this fulcrum pin 42 is located one inch higher than the theoretical center line of the driving wheels to insure correct position after the engine has well settled on its springs.

Thirty-eight thousand (38,000) pounds tractive power is ample to haul a train, including ten to twelve modern steel Pullman cars, as fast as the track conditions will allow. The locomotive here disclosed will develop that power but, of course, the starting power can be supplemented by a booster, if desired. A boiler twelve feet eight inches long, but two or three feet lower than has been customary, will appear about as illustrated in Fig. l, and the center of gravity will be lowered considerably more than the decreased height of the boiler would indicate.

The larger the driving wheels the greater must be the cylinder diameter, or the longer the stroke for a given tractive power. More uniform running results will be had with medium sized driving wheels, short piston stroke and free steam distribution.

For this present illustration, driving wheels sixty-nine inches in diameter are selected, eight of them to carry a load usually carried by six wheels. The resulting lighter axle load reduces the individual friction, which helps increase the speed, besides eight driving wheels instead of six enormously increases the braking power, an important consideration in view of the fact that the co-efiicient of friction is quite low at high speed. The weight on the leading truck 82 is not great and a two-wheeled truck can be used although, of course, a four-wheeled truck can be used when desired, in which event the pairs of truck wheels can be placed together since they do not have to be spaced to accommodate cylinders. A two- 01' four-wheeled trailing truck 83 may be used.

Because the revolving and reciprocating motions are opposed the disturbing forces are greatly minimized, allowing the rods, pins, counterbalances, etc., to be made very light, further reducing the disturbing forces. The rocking lever 4|, with its links 43 and 44, is primarily for the purpose of maintaining this relationship although, of course, it will transmit power from one group of driving wheels to the other when the traction is unequal.

The illustrations of four driving wheels in each group is in accordance with what seems to be preferable but, of course, a group might include more or less driving wheels. The cylinders shown are sixteen inches in diameter and twenty-four inch stroke, arranging them one above and the other below a horizontal line through the axle centers, which makes possible the group described, also assists in lowering the center of gravity and adding to the stability of the locomotive.

The piston valves each are equipped with four packing rings for each port, two divided rectangular rings 84, fixed against rotation from the positive steam and exhaust lap, and govern distribution when starting and at low speed. Two solid rectangular rings 85, free to rotate, fitted with one-sixteenth inch less outside diameter than the inside diameter of the valve sleeve 69, govern the distribution to an increasing extent as the speed increases.

The ports are one and three-quarter inches wide, the running lap is one and five-sixteenths inches, the starting lap fifteen-sixteenths of an inch and the exhaust clearance for one thirtysecond of an inch during three-eighths inch of valve travel.

At high speed the solid rings practically time the occurrence of the cut-01f, release, closure and pre-admission.

The valves are six inches in diameter and weigh thirty pounds. At one hundred miles per hour sixty-nine inch driving wheels revolve four hundred eighty-seven times per minute. Four valves with a total weight of one hundred twenty pounds make nine hundred seventy-four movements per minute. With eighty inch driving wheels, for instance, there would be the same speed at four hundred twenty and eight hundred forty movements, respectively. If conventional fourteen inch valves were used their combined weight would be approximately four hundred eighty pounds, an increase of three hundred percent in weight and fourteen percent reduction in movements. The larger valves would require a wider lap and longer travel, however, to be as eifective with large cylinders as the smaller valves, here disclosed, are with smaller cylinders. The power consumed, and the strains involved in actuating the valves are very much in favor of the smaller dimensions here disclosed.

The link swing of the Walschaert valve gear is 45. The link block left is six and one-half inches, and the eccentric crank circle is twelve and one-half inches. Owing to the extreme lightness of the valves, and the cushioning with the exhaust steam, a manually controlled reverse lever will be adequate.

With eighty inch driving wheels and twentyeight men stroke at one hundred miles per hour, piston speed is 1960 feet per minute; with sixtynine inch driving wheels, twenty-four inch stroke, piston speed is 1948 feet per minute. The valves having solid ends, move in opposite directions and exhaust simultaneously, each into a passage common to both valves. The effect is similar to the action of compression against a moving piston. The valve movement is balanced and the forces equalized.

The volume of a cylinder sixteen inches by twenty-four inches is 4824 cubic inches; the volume of a cylinder twenty-eight inches by twentyeight inches is 17248 cubic inches, an increase of two hundred fifty-four percent. The port area here used for the six inch valve, exclusive of bridges, is twenty-eight square inches, Whereas that of a conventional fourteen inch valve is sixty-four square inches, an increase of one hundred thirty percent.

A small cylinder can be charged with and discharged of steam more rapidly than a larger one, even when the port areas bear the same relation to the cylinder volume, assuming, of course, the same boiler pressures in the two cases. Hence, a large locomotive is inherently slower than a small one.

At 250" boiler pressure tractive power by the usual formula is 38626 T. P.

Because of improved steam distribution, actual tractive power, based on of boiler pressure may be 40486.

Should a water tube boiler be used, with higher steam pressure, smaller cylinders might be used, or. more weight on drivers, and greater power obtained.

Factor of adhesion is 4.14.

I claim as my invention:

1. In a steam locomotive engine, pairs of driving wheels, each pair carrying an axle, two cylinders at each side between two driving wheels, a piston in one cylinder at each side coupled to a driver in front of the cylinder, a piston in the other cylinder at each side coupled with a driver the rear of that cylinder, means causing the pistons at each side to move simultaneously and in opposite directions including a lever at each side having an intermediate fulcrum between the two drivers at that side, and means to couple one end of the lever to a driver ahead, and the other end of the lever to a driver behind, with the crank of the driving wheel ahead leading that of the driving wheel behind by 2. In a steam locomotive engine, pairs of driving wheels, each pair carrying an axle, two superposed cylinders at each side between two driving wheels, a piston in one cylinder at each side coupled to a driver in front of the cylinder, and a piston in the other cylinder at each side coupled with a driver in the rear of that cylinder, distributing valves moving simultaneously in opposite directions to control steam to the cylinders at each side and cause the corresponding pistons to move simultaneously in opposite directions, whereby the valves and pistons are balanced and vibration of the reciprocating parts at high speeds is minimized.

3. In a steam locomotive engine, a pair of cylinders at each side, pairs of driving wheels arranged in two groups, one in front and one in rear of the cylinders, a piston in each cylinder moving opposite to its fellow on the same side, cross-heads at each side for each group, piston rods coupling the pistons each with the corresponding cross-head, main rods coupling the front cross-heads with the front group, other main rods coupling the rear cross-heads with the rear group, a rocking lever along side each pair of cylinders and links coupling the respective arms of the lever with the cross-heads on each side.

4. In a steam locomotive engine, a pair of cylinders at each side, pairs of driving wheels arranged in two groups, one in front and one in rear of the cylinders, a crank for each driving wheel, the cranks of the front group leading those of the rear group, a piston in each cylinder moving opposite to its fellow on the same side, crossheads at each side for each' group, piston rods coupling the pistons each with the corresponding cross-head, main rods coupling the front crossheads with the front group, other main rods coupling the rear cross-heads with the rear. group, a rocking lever alongside each pair of cylinders and links coupling the respective arms of the lever with the cross-heads on each side.

5. In a steam locomotive engine, a main frame, two groups of driving wheels connected respectively and outside the main frame with two simultaneously oppositely moving pistons, and two distributing valves for supplying steam to the pistons, said valves moving simultaneously in opposite directions and actuated by one valve gear, whereby the valves and pistons are balanced and vibration of the reciprocating parts at high speeds is minimized.

6. In a steam locomotive engine, a main frame between two pairs of superposed cylinders, a separate driving wheel for each cylinder, a lever pivoted between the frame and each pair of cylinders, and coupled to the respective drivers for said pair of cylinders to preserve a fixed rotating relation between the drivers on the same side of the frame.

'7. In a steam locomotive engine, a main frame, cylinders on the main frame with their axes incli'ned to the main frame, driving wheel axles, and means to bear the frame on the driving wheel axles for up and down movement at a right-angle to the axes of the cylinders.

8. In a steam locomotive engine, a pair of driving wheels at the same side, two cylinders between the driving wheels, simultaneously oppositely moving pistons including a piston for each cylinder coupled with one of the driving Wheels, means for controlling admission of steam to the cylinders including two valves moving simultaneously in opposite directions arranged to exhaust into a common passage, whereby the exhaust from one valve cushions the movement of the other valve to the end of its stroke and whereby the valves and pistons are balanced and vibration of the reciprocating parts at high speeds is minimized.

9. In a steam locomotive engine, two cylinders at the same side thereof simultaneously oppositely moving pistons in the respective cylinders, simultaneously oppositely moving piston valves controlling the distribution of steam to the cylinders, and a common exhaust passage into which each valve permits exhaust as the other approaches the end of its movement, whereby the exhaust from one valve cushions the movement of the other valve to the end of its stroke and whereby the valves and pistons are balanced and vibration of the reciprocating parts at high speeds is minimized.

10. In a steam locomotive engine, two driving wheels on the same side, each having a crank pin, one leading the other at 180, a lever, means connecting said lever and driving wheels maintaining that relation, and wheel driving means connected with the crank pins.

11. In a steam locomotive engine, two driving wheels on each side, each having a crank pin, the pin on a wheel on one side leading the other on the same side 180, a lever, means connecting said lever and driving wheels maintaining that relation, and wheel driving means connected with the crank pins, the crank pins on wheels at opposite sides being spaced 90 apart.

12. In a steam locomotive engine having a frame, a cylinder mounted thereon and containing a piston, a driving wheel coupled to the piston by a main rod at one side of the frame, another cylinder, piston, driving wheel and main rod similarly associated and mounted on said side of the frame, an intermediately fulcrumed lever, and links connecting the opposite arms of the lever with the respective main rods.

13. In a steam locomotive engine having a. frame, a cylinder mounted thereon and containing a piston, a driving wheel coupled to the piston by a main rod at one side of the frame, another cylinder, piston, driving wheel and main rod similarly associated and mounted on said side of the frame, an intermediately fulcrumed lever, and links connecting the opposite arms of the lever with the respective main rods, the cylinders being one above the other and the pistons moving oppositely.

OTIS W. YOUNG. 

